Crossing-operating system.



E S. COBB.

CROSSING OPERATING SYSTEM. APPLICATION- man Aue.12. 1916.

1,257,279. Patented Feb.19,1918.

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j H by I ///a" 2m CROSSING OPERATING SYSTEM.

APPLICATION FILED AUG. I2. 1916.

Patented Feb.1 9,1918.

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E. S COBB.

CROSSING OPERA'HNG. SYSTEM. 7

APPLICATION men man. 1916.

Patented Feb.19,1918.

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EDWARD S. COBB, F WHITTIER, CALIFORNIA, ASSIGNOB TO COBB SHCCKLESS CROSSING CORPORATION, OF NEW YORK, N. Y., A CORPORATION OF NET/V YORK.

CROSSING-OPERATING SYSTEM.

To all whom it may concern:

Be it known that I, EDWARD S. Conn, a citizen of the United States, residing at l Vhittier, in the county of Los Angeles, State of California, have invented new and useful Improvements in Crossing-Operating Systems, of which the following is a specification.

This invention relates to systems for operating railway crossings and the like; and it is the object of this invention to provide a simple and reliable systenrand mechanism for operating crossings and the like for passage of trains in different directions there over.

The nature of my invention and the details of a preferred and specific embodiment will be best understood from the following detailed description of a preferred form of system and mechanism embodying my invention, reference being had to the accompanying drawings in which:

Figure 1 is a plan, with parts broken away, showing a form of crossing to be operated by my system. Fig. 2 is a detail section taken as indicated by line 22 on Fig. 1; Fig. 3 is a section taken as indicated by line 3-3 on Fig. 1; Fig. 4 is a section taken as indicated by line 4-4 on Fig. 2; Fig. 5 is a diagram illustrating the electrical connections of my crossing. Fig. 6 is a view showing a modified form of crossing mechanism; and Fig. 7 is a diagram illustrating the application of my system of operation to the form of crossing mechanism shown in Fig. 6.

I shall first explain generally the crossing mechanism itself, and its nature of operation, so that the operating system may be fully explained and best understood. In the drawings I illustrate only a single track crossing; but it will be understood that my system may be applied to a crossing of any number of tracks as desired either by mere duplication of the mechanism or by making one control device control the crossing mechanisins at the intersections of one or more tracks with one or more other tracks. In these drawings 1 show the rails A and B of two tracks crossing each other; and the portions A and B of these rails between Specification of Letters Patent. Patented Feb, 19 1918,

Application filed. August 12, 1916.

Serial No. 114,563.

the individual. rail intersections are vertically movable in the manner described in my Patent No. 107 1082, issued September 28, 1913. These vertically movable rail portions A and B join at the four rail intersections in the manner shown; andmechanism is employed for alternately'raising and lowering the pairs of rail portions A and B. This mechanism may preferably be constructed as follows: Under each of one aair of these rail portions 1 mount a shaft 10 in bearings 10 which carries at each end a pair of cams 11 and 12. Each of the rail portions A has an extension or foot 13 which bears upon a cam 12 at each end of the rail portion; so that the two rail portions A" are each supported at each end upon a cam 12, of which there are four. Each one of the rail portions B has an extension or foot 1& which bears upon a cam 11; so that the rail portions B are each supported at each end upon a cam 11, there being four of these cams.- Each one of the extensions or feet, 13 and 1%, has members 15 attached thereto, with lugs 16 projecting inwardly under the overhanging edge 17 of the cam; so that the cam not only acts to raise the foot 13 or li, but also acts to pull the foot downwardly, and therefore to pull the rail portions downwardly. The cams are so designed and arranged that a revolution of about 270 will cause the rail portions to move through their full vertical movements, between the positions indicated in Fig. 2. In Fig. 2 the rail portion 13 is shown in its lowermost position and the rail portion A in its upp rmost position. at train of gears 20, 21 connects the two shafts 10 so as to cause their simultaneous rotations at equal speeds in opposite directions in such a' manner as to cause all the cams 11 and all the cams 12 to work together to simultaneously raise and lower the rail portions. This train of gears is driven from a suitable motor 25 through gearing connection 26; and the motor is controlled by the means hereinafter to be explained, being caused to rotate alternately in opposite directions so as to rotate the shafts 10 alternately in opposite directions through approximately three-fourths of a revolution upon each movement; causing the rail portions A and B to be alternately raised and lowered.

Each rail portion A or B has at each end an upwardly facing shoulder 27 which is adapted to bear upwardly against the under taceot the end of the corresponding rail, A or B, when the rail portion is fully raised and when its upper tread surface is in line with the upper tread surface of the rtil. This is when the cam has raised the rail portion to its fullheight, the parts being so designed that the rail portion is then firmly held against vertical movement either up or down, between the cam and the under surface of the permanent rail.

The motor 25 is controlled by a suitable system of switches which system includes a reversing switch actuated d rectly from the crossing mechanism itself. This reversing switch is more particularly shown in F 1 and 3. On one of shafts 10 I place a double armed member 30, adapted to engage and move a slider 31. The two arms of mem bers 30 carry rollers 32, which engage with the slider 31. The slider slides on suitable horizontal rods 33; and a switch actuating rod 34: is connected directly to the slider at 35, this connection being adjustable by means of set screw 36. The rod 3% extends horizontally and connects at 37 with arm 38. Arm 38 is mounted upon a hub 39 rotatable upon a pivot 40; and this same hub carries the switch arm e1. Switch arm 41 carries a contact 42 which is adapted to engage and make connection between either of a pair of contacts :3 or as. The hub 39 also carries a gear sector 45 meshing with a pinion 46 mounted upon shaft 47; and this shaft i? also carries a disk 48 having two stop shoul ders l9 in the positions illustrated. A switch actuating spring 50 is held stationary at one end at 51 and connects at its other end at 5'2 with the disk -l8 at the point indicated. In the position of the mechanism illustrated in the drawings, the spring 50 is holding the disk 48 in the position shown, and i therefore holding the switch arm in the position shown with the movable contact 42 making connection between the stationary contacts 43. Suppose now, that tne motor 2% is ro tating to rotate the shafts 10in the directions indicated. tated almost three-quarters of a revolution, the roller 32 of member 30 (the one appearing to the left in Fig. 3) will move around in the direction indicated and will engage the slider 31 and then move it to the left in Fig. 3. The switch rod 3% and switch arm ll will move to the left with the slider; and this movement will continue until the switch has moved slightly past a central position. When this has occurred, the pinion Q6 and disk i8 will have rotated in the direction indicated in Fig. 3, to such a position that at the member 30.

When the shafts have ro-' the point of connection of the spring at 52 is somewhat below the horizontal plane of the shaft 47. The spring 50 will thereupon exert its force to continue the rotation oi the disk i8 and pinion 4-6 in the direction indicated; so that these parts will then be quickly moved in the direction indicated until the stop shoulder i9 '(the one which appears uppermost in Fig. 3) will. have en'- gaged the stop member This will occur when the disk 48 and pinion have revolved about a halt revolution in the direction indicated from the position shown in Fig. vlhcn the )arts are in the position shown in Fig. 3, the other stop shoulder 49 is in engagement with the stop member 56, as illustrated. Stop members 55 and are preferably made ct wood set with their grain upright. The spring impelled torward movement of the disk and pinion 46 carry the t ten arm on in the direction ii'n'licated s position where the morablr contact l2 engages and makes contact between the two stationary contacts ell. During; this spring impelled movement the rod 3e and the slider 31 have also been carried along independently of the movement In other words the switch mechanism is actuated by the crossing mechanism and from the motor; but after its actuation proceeds to a certain point the increment oi? the movable con-ta t t2 from the contacts to the contacts it then takes place automatically and independently oi the operation or. the motor. When the motor operates in a reverse direction, to rotate the shafts 10 in the directions opposite to those indicatcrh the member 30 engages the slider 31 to move it in the ,direc 'on opposite to that just described; and the switch mecha nism is ctuated in the direction opposite to that just describech but the same gen eral manner. In the drawings the movable contact 42 is shown in'engagement with stationary contacts i3; and the rail portions A are shown elevated. W hen current is sup plied to the motor through the contacts i2 and 1-3, the motor rotates in such a direction. as to rotate the shafts 10 in the directions indicated, to lower the rail portions A and to raise the rail poi 115 B. In other words, the mechanism is shown in its position where the rails A are clear for passage et a train. This is the normal position.

In Fig. 5 show a preferred arrangement of my system for supplying current to the motor, for controlling the actuation oi the crossing. T

In this term or device i provide that only trains passing on the track B in either direction shall operate the crossing. Insulated st tions are provided in the rails of track B, one on each side of the intersection with track A; these insulated sections are arranged with reference to the track A and with reference to the spacing between the trucks of the car so that once the wheels of a car have entered upon'the insulated section 60 on one side of the crossing, then there will be, from that instant until the instant when the last wheel of the car has passed off the insulated section on the other side of the crossing, constantly one or more wheels upon one or other of the in sulated sections 60. i The sections 60 may be or" proper length to give time for actuation of the crossing mechanism between the time of first entry of the first car wheel upon one of the sections and the time when the first car wheel reaches the crossing. In street railway practice I find that a length of about feet is sutficient. Fig. 5 shows diagrammatically the relation of the spacing of the car wheels W to the lengths and spacings of the insulated sections 60. Each of the sections is longer than the maximum distance between adjacent wheels; and the distance between the foremost and rearmost wheels is also longer than the distance between the inner ends of the insulated sections; so that, as hereinbetore stated, from the time the first wheel enters upon one of the sections 60, to the time when the last wheel leaves the other section 60, there is constantly at least one wheel upon one of the sections 60.

Electrical connection is made between the two sections by wire 7 0. One of the sections 60 is connected by wire 71 with one side of secondary '72 of an A. C. transformer 73 adapted to deliver a low voltage, say about 1.5 volts. railway work, the use of alternating current on the insulated rail sections is more effective than the use of direct current; although, so far as the essentials of my invention are concerned, direct current may be used. The other side of the transformer secondary is connected by wire 74; to the opposite rail. B. When a car wheel is in contact with either of the sections 60, the sections 60 are connected through the wheels and axle directly with the other rail B, causing a short circuiting of the circuit of the transformer secondary. When there is no car truck in position to make circuit between sections (30 and the opposite rail 13, the alternating current flows through the wire 75 to solenoid T6 of relay 7?, normally raising the relay armature 76 and causing the movable contact 78 to make connection between the relay contacts 79. The current through re lay solenoid 76 passes thence through wire 80 back to rail B and thence through wire H and to the secondary 72. Thus, ordina rily. the contacts '79 are connected. Suppose now. that a car passes over the track B, divwrting current from relay solenoid 76, liereinbetr'ore stated. The relay armature drops and connection is made between relay contacts 81.. V] hen this occurs battery cur- I find that, for street rent will flow from the storage battery 82 through wire 83, contact 81, relay contact 78, contact 81,. wire 84, contact 43 of the motor actuated switch mechanism, movable contact 4C2 of that mechanism, the other contact 43, wire 85, a relay solenoid 86, wire 87, and wire 88, back to the battery 82. It has hereinbefore been stated that the normal position of the parts shown in Figs. 1 to 3, with the rail portions A elevated and with the switch contact 4-2 engaging and making connection between stationary contacts 43. The battery current thus flowing through the solenoid 86, draws up armature 67 of the relay and moves the two movable relay contacts 68 into engagement with the two sets of stationary relay contacts 89 and. 90. A wire connection 91 is made between the trolley circuit (or any other suitable source of electrical current) and one of contacts 90. From the other contact a wire 92 goes to the armature 93 of motor 25; and a wire 9-it leads back from the armature to one of the contacts 89. From the other contact 89 a wire leads to the field winding 96 of the motor; and from the field winding another wire 9? leads to the wire 88 which leads to I battery 82. Battery 82 is connected through the wire 83 and through a ground wire 98 to the ground at G. The various resistances in the circuit just described, leading from the trolley wire to the ground at G, are such that there is a proper voltage at the battery 82 to keep that battery charged. Current flowing through the circuit described, will rotate the motor in the direction indicated and will cause the shafts 10 to retate in the directions indicated, causing the rail portions B to be elevated and rail portions A to be lowered, and also causing the switch mechanism to be thrown so that, at the last part of the motor operation, the movable contact 42 will be thrown into engagement with stationary contacts ist. This movement of the movable contact 42 immediately breaks the battery circuit which has been flowing, as described, through the contacts 42 and as, and through relay solenoid 86, allowing the solenoid 86 to become deenergized and thus breakin the main motor circuit at the contacts 89 and 90, thus stopping supply of current to the motor and stopping o; eration of the motor. In its position thus reached, the motor has moved the rail portions to their positions opposite those shown in the drawings, with portions B in upper position and parts A in lowered position.

The movable contact 78 of relay 77 will stay in engagement with contacts 81 as long as there is a. car wheel upon either of the insulated sections 60. hen the last wheel has left these insulated sections, then the solenoid 76 will be energized again and the movable contact 78 will be thrown up Cir A circuit will then be is tollows: from battery 82 1 H i 1;.

"es F and 100, contact 79, con- 1 7 wire 101, stationary coniid 105 and raises movable contacts 1 1'; against stationary contacts 107 and 10S. 1 motor c' 'cuit is then established as tollo from the trolley through wires 01 nd 1 contacts 100 and 107, Wire 110,

inai are 03 (the current then pass- .gh the armature in a direction opo that in which it passed before) wire 111, contacts 108 and 106, I and wire 0 to the tield winding e motoz. and thence through wire a wire 88 and through the battery to the ground. 1 low of current through this circuit causes rotation of the motor in the direction opposite to that hereinbefore rribcd and causes rotation of the shafts 1' normal positions shown in the and throwing the switch mechato its normal position shown in the drawings; moving the contact 12 011 the contacts at 11 K t the end or said movement of the crossing mechanism and thus breaking the battery circuit at contacts 4 1, causing ih. energization of relay solenoid 103 and thus causing breakage of the motor circuit at the contacts 107 and 108. The wholecrossing m chanism then back in the position illustrated and the various switches are then in the last mentioned positions; that is. switch contact 12 is in the position shown in Figs. 3 and 5, while the contact 78 is in its position engaging contacts 79, and the contacts 88 and 106 are both dropped so as to break the motor circuit at all the points 89, 00, 107 and 1.08. This is the normal position of the whole system.

in Figs. 0 and '7 T iave shown the application oi my crossing operating system to a crossing mechanism difiercnt from that shown in F 1 to In the crossing mechanism shown in Fig. 6 the rail portions A and B are supported upon and by feet 118 and 110 l caring on cams 2 and 11 which are mounted upon short diagonal shafts 120. These short diagonal. shafts 120 are driven from a dri h shaft 10" through the medium of gears 121. Only half of this form of crossing snown in Fig. 6, the other half being a duplicate of the one illustrated. Driving connection between the two shafts 10" may be by a chain connection 122. The cams 11 and 12" arranged so as to si multaneousy act in the same manner as hereinbeii'ore described for the cams 11 and 12. The oscillation of the shaft10 'is caused the action of the two solenoids 125 and 120. These solenoids move a plunger 127 back and forth; and this plunger isconnectcd by a rac r and pinion connection 128 to a shaft 129. The shaft 129 is connected by sprocket chain 130 with shaft '10", the arrangement being such that sh aft 129 makes about one-third of a revolution while shafts .120 make threequarters of a revolution.

in the same manner as hereinbefore described. At the same time the swltch contact. 12 is moved over to engage contacts 4 1; and when solenoid'125 is energized, the contact 4:2 is moved back to engage contacts 43, the rail portions A being raised again and the rail portions B being lowered.

Fig. 7 shows diagrammatically the arrangement of the system as applied to solenoid actuation of the mechanism. The rails are provided with their insulated portions 00 and with the same electrical connections as hereinbefore described. WVhen the solenoid 76 of relay 77 is deenergized the movable contact 78 connects the contacts 81. Current then flows from the battery 82, through wire 83, contacts 81 and 7 8, wire 84, contacts 13 and 12, wire 85, solenoid 86 and wires 87 and 88 back to the battery. Solenoid 86 being energized, it draws up its armature (37 causing movable contact 68 to engage contacts 90. Current then flows through wire 91, contacts 90 and 68 and thence through wire 92 to solenoid 126 and thence through wire 97" through the battery to the ground at G. \"Vhen this solenoid has been actuated the contact 12 is thrown over to contacts stat, as hereinabove de scribed. hen the solenoid 76 is again energized, in the manner hereinbet'ore described, the movable contact '78 moves up against contacts 79 and current then flows from the battery through wires 83 and 100, contacts 70 and 78, wires 101, contacts at and 43, wire 102, solenoid 103 and wires 104C and 88 back to the battery. When solenoid 103 is thus energized, it raises its armature 105 and causes movable contact 106 to engage contacts 107 and current then flows from wire 91 through wire 109, contacts 107 and 106 thence through wire 94:" to solenoid 125 and thence through wire 94 to solenoid 105 and thence through wire 97 back through the battery to the ground.

It will be seen that a system of operation just described is, in all its essentials, similar to that first described, the last described being the application or my system to a different form of crossing mechanism, showing how the system may be applied to crossing mechanisms or differentkinds.

From the foregoing, the nature of operation of my crossing operating system or apparatus will beunderstood as applied to the intersection of a single track with another single track; the operation applied to the intersection of one or more tracks with one or more other traeirs being or" the same nature. It will be observed that the apparatus is such as to cause the same operation of the crossing mechanism regardless of the direction of travel of the car approaching and crossing the intersection on any one track; that is, in the drawings, regardless of the direction of travel of the car on the track B. The crossing mechanism normally remains in position for passage of a car or train on one track (or set of tracks) over the crossing; and this track or set of tracks is the one on which the greater; amount of tratlic takes place. When a car approaches the intersection on the le st traveled track or tracks (represented by the track 13 in this case) the car (or the train of cars) sets the crossing mechanism for passage on that track or tracks, holds the crossing mechanism set until the intersection is passed, and then allows the crossing mechanism to reset immediately and automatically for passage over the most traveled track or tracks. It may be said that the crossing automatically and normally takes a certain predetermined position for passage or a car on one or more tracks; or that mechanism is employed whose function is to automatically and normally set and hold the crossing mechanism in position for travel in either direction over one or more tracks, said mechanism being capable of actuation by a car to set and hold the crossing mechanism in its other position while that car is passing the intersection on the other track or tracks in either direction.

It will be understood that It use the terms car, cars, or trains to include any object traveling on the intersecting tracks, and for passage of which over theintersection the crossing mechanism must be set to aif ord a smooth and unbroken track.

The crossing mechanisms herein described are not the particular subject matter 01 this application; and, so far as the invention ierein claimed is concerned, these mechanisms are described only to typify crossing mechanisms which may be operated by my system. The particular forms of mechanisms herein shown are the subject matter of, and claimed in, my application S. N.

156,024, filed March 20, 1917, for railroad intersection; and the following claims in this present application are directed to t-he operating system.

Having described a preferred form of my invention, I claim:

1. In combination with two intersecting tracks and an intersection mechanism adapted to be set to make either track passable and the other simultaneously impassable for cars across the intersection, means adapted to normally automatically set said mechanism for passage across the intersection on one intersecting track, and means cooperating with said last mentioned means, and controlled by a car approaching said intersection on the other intersecting track, to set and hold said mechanism for passage across the intersection on the other intersecting track, said last mentioned means including an actuating circuit in which current normally flows and from which current is diverted by an approaching car.

2. In combination with a track intersection mechanism adapted to be set for passage of cars on either of two intersecting tracks over a track intersection, means adapted to normally automatically set said mechanism for passage across the intersection onone intersecting track, and means cooperating with said last mentioned means, and controlled by a car approaching the intersection on the other intersecting track, to set and hold said mechanism for passage across the intersection on the other intersecting track, said means including a relay controlling two circuits and a circuit normally supplyingcurrent to said relay to cause it to normally establish one of said controlled circuits, and means controlled, by a car approaching on the last mentioned intersecting track to divert current from said relay circuit and cause the relay to act to establish the other one of said controlled circuits.

3. In combination with two intersecting tracks and an intersection mechanism adapted to be set to make either track passable and the other simultaneously impassable for cars across the intersection, means including a normally closed actuating circuit for normally automatically setting said mechanism in position for passage over the 1ntersect1on on one of the intersecting tracks, and means controlled by a car approaching on the other intersecting track to divert current from said normally closed circuit.

4. 111 combination with two intersecting tracks and an intersection mechanism adapted to be set to make either track passable and the other simultaneously impassable for cars across the intersection, means including a 7 normally closed actuating circuit for normally automatically setting sa1d mechan sm in position for passage over the intersection on one of the intersecting tracks in either direction, and means controlled by a car approaching in either direction on the other intersecting track to divert current from said normally closed circuit.

5. In combination with a track intersection mechanism adapted to be set for passage of cars on either one or the other of two intersecting tracks over a track intersection, electrically controlled means to normally automatically set said mechanism for passage across the intersection on one intersecting track, and electrically controlled means cooperating with said last mentioned means, and controlled by a car approaching the intersection on the other intersecting track, to set and hold said mechanism for passage across the intersection on the other intersecting track, said means including a relay controlling two circuits connected into the first mentioned electrically controlled means, a circuit normally supplying current to said relay to cause it normally to establish one of said controlled circuits, and means con trolled by a car approaching on the last mentioned track to cause cessation of cur rent in said relay circuit and cause the relay to act to establish the other one of said controlled circuits.

6. In combination with a track intersection mechanism adapted to be set for passage of cars on either one or the other of two intersecting tracks over a traclr intersection, a motor mechanism adapted by intermittent action to setsaid intersection mechanism in either of its positions, a switch mechanism adapted to control the intermittent action of the motor mechanism, embodying two pairs of switch contacts and a movable contact arm actuated from the motor mechanism, two circuits connected into said motor controlling switch to its two pairs of contacts, a relay controlling said two circuits and normally standing in position to establish the circuit which causes the motor mechanism to normally set the intersection mechanism for passage over one of said tracks, a relay circuit normally supplying current to the relay to hold it in its normal position, and means controlled by a car approaching on the other of said intersecting tracks to causecessation of current in said relay circuit,

7. In combination with a track intersection mechanism adapted to be set for passage of cars on either one or the other of two intersecting tracks over a track intersection, a motor mechanism adapted by in termittent action to set said intersection mechanism in either of its positions, a switch mechanism adapted to control the intermittent action of the motor mechanism, embodying two pairs of switch contacts and a movable contact arm actuated from the motor mechanism, two motor operating circuits connecting into the motor to cause its operation, one to set the intersection mechanism in one position and the other to set the intersection mechanism in its other position, two relays severally controlling said motor circuits, energizing circuits for said relays connected to the two pairs of contacts of the motor control switch, a relay controlling said two relay energizin circuits, and means, under control of a car approaching on one of said tracks, to energize said lastmentioned relay.

8. In combination with a track intersection mechanism adapted to be set for pas sage of cars on either one or the other of two intersecting tracks over a track intersection, a motor mechanism adapted by in termittent action to set said intersection mechanism in either of its positions, a switch mechanism adapted to control the intermittent action of the motor mechanism embodying two pairs of switch contacts and a movable contact arm actuated from the motor mechanism, two motor operating circuits connecting into the motor to cause its operation, one to set the intersection mechanism in one position and the other to set the intersection mechanism in its other position, two relays severally controllin said motor circuits and adapted when energized to normally close that circuit which causes energization of the relay controlling the motor circuit that causes setting of the crossing mechanism for normal passage over one track, a circuit normally energizing said last mentioned relay, and means controlled by a car approaching the intersection on the other of said intersecting tracks to cause cessation of current in said last mentioned circuit.

In witness that I claim'the foregoing I have hereunto subscribed my name this fourth day of August, 1916.

EDWARD S. COBB.

Witnesses:

JAMES T. BARKnLEw, ELWOOD H. BARKELEW.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G. 

